Balancing mechanism for aeroplanes.



H. E. HAWES. BALANCING MECHANISM FOR AEROPLANES. APPLICATION TILED JUNE 8,1912.

1, 1 1 3,623. Patented 001;. 13, 1914.

3 SHEETS-SHEET 1.

WI IVESS 8: l/VVEIVTOR 7W 5, fi/ww H. E. HAWES. BALANCING MECHANISM FOR AEROPLANES. APPLICATION FILED JUNE 8, 1912.

1, 1 1 3,623. Patented Oct. 13, 1914.

3 SHEETSBHEET 2.

WITNESSES:

INVENTOH f/x/w QJW g/ I H. E. HAWES. BALANCING MECHANISM FOR AEROPLANES.

APPLICATION FILED JUNE 8,1912.

Patented Oct. 13, 1914.

3 SHEETSSHEET3.

- INVENTOR WITNESSES.-

HERBERT E. HAWES,

or NEW YORK N. Y

BALANCING iuEcHANisM FOR AEROPLANES.

Specification of Letters Patent.

Patented Oct. 13, 1914.

Application filed June 8, 1912. Serial No. 702,513.

To all whom it may concern:

Be it known that I, HERBERT E. HAWES, a citizen of the United States, residing in Brooklyn borough, county of Kings, city and State of New York, have invented certain new and useful Improvements in Balancing Mechanism for Aeroplanes, of which the following is a specification.

This invention relates to aeroplanes, and has for its particular object, the application of mechanical means, for positively balancing same, both laterally and longitudinally, at any speed. I attain this object by the construction, arrangement, and combination of parts, hereinafter set forth; reference being had to the accompanying drawings, in which like reference characters indicate like parts in all the views.

' Figure 1 is a side elevation of my imroved balancing devices, applied to a monmlane; although it may be applied to a biplane or dirigzjible balloon. Fig. 2 is a plan view of same. Fig. I is a side elevation of one of the balancing propellers, and its adjusting means. Fig. 4 is an end elevation of same, partly in section, partly broken away. Fig. 5 is a plan detail View of same. Fig. 6 is a side elevation of the control mechanism for changing the blade angle. Fig. 7 is an end-elevation of same, and plot of the blade-feathering connections, and'control bar, with the actuating shaft omitted. Fig. 8 is an end elevation of the motor base shaft connections and propellers; with the control bar omitted. Fig. 9, is a sectional detail of the lower end of one of my balancing mechanisms,

showing details of the connections between members 8 and 10, by ball bearings, by which rack 8, is moved lengthwise.

It is a well known fact, that to restore the disturbed balance of an aeroplane, in which such disturbance is corrected by movable balancing planes, orfby warping the wings thereof, so as to create a lifting effect on the low side, said plane must have considerable forward velocity through the air, to give said corrective means the de sired force or effect. By my invention such velocity is not needed, an equivalent effect being produced by the proper manipulation of vertically actin feathering-blade propellers, irrespective of forward movement of the machine through the air, and of any cooperation with the horizontal rudder during such corrective movements.

Air Whirlpools or holes in the air can be more safely navigated by use of my nventlon, than by plane control, or w'arpmg; as by its use, an aeroplane can be made to settle downward steadily and evenly, like a parachute.

In carrying my invention into practice, to positively maintain the lateral equilibrium of an aeroplane, I make use of a propeller, with bidirectionally-inclinable blades, rotatmg on a vertical shaft, mounted on the end 7 of the wing frame on opposite sides of the machine, and'connected with the motor so as to rotate continuously. The, blades lie and rotate in a normally horizontal plane and exert no vertical force, in either direction until the blades are'inclined. When so inclined, they exert an equal and opposite effect simultaneously to restore the horizontal lateral balance of the machine.

imilar propeller is mounted on the rear of the machine for maintaining the longitudinal balance as hereinafter described. Said lateral propellers are mounted on vertical revoluble shafts and held. in, suitable bearings in a body or-bearing fixed to the frames F of the/machine.

Body 2 is preferably a steel or aluminum casting with hardened bearing surfaces, and

is supported on a part or extension F of. the frame, and screwed or bolted to the.

same in any suitable way. Shaft 4 is a hollow casting of steel or aluminum and has horizontal ofl'set bearing lugs 5, on a head 4; at its upper end, in which are bored holes for reception of the blade shafts, which may be provided with ball bearings.

The blade-shafts may be tubular to save weight. The inner ends thereof have spur gears rigidly affixed thereto, engaging with a central movable rack, for oscillating the same, to change the angle of the blades affixed to the outer ends of shafts 6. Said blades may be' of wood or metal, and rigidly mounted on said shafts in any suitable manner. The gears 7 on shafts 6 en'- gage with a central rack 8, which has gear I teeth out on opposite sides thereof. The rack has at its. lower end a suitable race for engaging the balls 16, which communicate rectilinear motion thereto from member 9; and may be made in tubular form movement of member 14, through connections 13 and 13; a left-hand thread for the member 10 on one side, and a righthand thread on the opposite side. Spiral gear 17 is rigidly fastened to shaft 4, in any suitable way, and is preferably of steel and hardened; as is gear 18 mounted on shaft 19 and meshing with gear 17 The shaft 19 is of a flexible type, and description is unnecessary and said shaft and its opposite mate, are shielded or protected from undue strain or side- ,wise displacement, by being located between the upper and lower wing coverings, and also to reduce head resistance. Short connecting shafts 28 have Cardan or universal joints 29 at either end, as they drive shafts 19, at an angle thereto. Gear 20 is journaled transversely onthe motor base B, and is driven from the motor shaft by suitable intermediate connections. The gears 32 and 33 for actuating the rear propeller are spur gears.

For controlling the feathering movement of the balancing propellers, I employ a manually-movable control-bar 14, pivoted on horizontal, transverse pivot-studs 23 at the middle of its length, in movable circular frame 24, mounted in a vertical longitudinal plane on ball bearings, in a seat 25, fixed to the frame of the machine. v Said control bar has ends 14' bent back at an angle, so as to provide leverage for oscillating the same about its longitudinal axis. By this construction, member 14 has two sections, one to the right and one to the left of axis 23, each section having a movement about axis 23, opposite to the other. From the left hand section, a connection 13 is led to the front or positive side of right-hand controlpulley 9, about which it is given three or more coils, and fastened thereto rigidly, in the'middle of its contact therewith; so that said pulley may be rotated in either direction without disturbing the fastening. From the rear'thereof or negative side, a continuation of said connection 13' is extended across the -machine frame, to the negative side of the opposite control-pulley, about which it is similarly coiled and fastened; and from the front or positive side, returned to'the right hand section of member 14 and fastened thereto. Thus, oscillation of member 14 about its axis 23, gives a simultaneous and equal movement to pulleys 9, to incline blades 12, in opposite directions. If the machine tips to the right, depression of the left hand section of member 14. positively inclines the blades of the right hand propeller, to exert a lifting effect on that side of the machine, and simultaneously gives a depressing eflect to the left hand propeller, thus restoring the equilibrium. A reverse depression of member 14 is made, when the machine tips in the opposite direction, and opposite inclinations of the propellers are obtained; see Fig. 7. The connections 13, for shifting the blades of the lateral balancing propellers, are preferably led over idlers 37 and between the upper and lower surfaces S of the wing frames, to minimize vibration and air resistance.

For guiding the machine as regards altitude, a similar feathering propeller is mounted on the rear of the machine frame, from which lead connections 22 over idlers 36, to member 14 (see Figs. 1 and 6). Circular frame 24, which supports control bar 14, has horizontal longitudinal arms 24 projecting therefrom, to which connections 22 from the rear propeller control-pulley 9, are fastened. The rear propeller rotates on a vertical shaft, and is connected with the motor, by a longitudinal, horizontal shaft 27 and operates to give rotation thereto. Oscillation of control bar 14 about its longitudinal axis (see Fig. 6) serves to give the desired inclination to blades 12, which operates to raise or depress the rear of the machine, to steer the same up or down. Said motive shaft 27 is preferably flexible, or provided with universal joints, to avoid springing and binding the same, and is suitably held in the rear of the frame of the machine, between the prepeller and motor, in any well known way.

The machine is steered to the right or left by a vertical rudder plane 32, pivoted on the rear of the machine, and actuated by a horizontal, transverse lever 30 pivoted on the frame, at its center on a vertical axis, and

adapted to be moved by foot. Said lever is connected with the rudder by connections 31.

To fly a' machine having my improved balancing devices, the motor is started with the blades of the balancing propellers adjusted to a horizontal plane, at which position they exert no force vertically in either direction. As the machine gains headway and leaves the ground, the propellers are manipulated to preserve the equilibrium as needed, by movement of control-bar 14.

My balancing means may be applied to many existing machines, by one skilled in the art, and may be used in conjunction with side ailerons 34, for aiding the lateral balance, and rear elevating planes 35, for governingaltitude; said planes and ailerons may be connected with member 14, by suitable connections 35, and in no wav interfere with the functions of the balancing propellers. Said connections are indicated by the dotted lines in Fig. 2 extendingdiagonally from the aileron 34 on each side, toward control member H. They are connected to said ailerons in any well known manner so as to give them inclination above and below the horizontal, and are connected to member 14, in any suitable manner, but

in such relation to the balancing propellers, that the ailerons are horizontal, when the blades 12, of the balancing propellers are also horizontal, or neutrally inclined; thus movement of the control member about its pivots 23 will oppositely incline the-blades 12 of the lateral balancing propellers and synchronously incline the respectively interrelated ailerons. Movement of bar 14: in its bearing 25 will incline the blades 12 of the longitudinal balancing propeller, and synchronously therewith, the rear planes 35, through the connections shown in Fig. 1, which may be connected to arms'24', or to connections 22, from the rear propeller. Such combination gives a reserve balancing system, to be used in case of stoppage of the motor incapacitating the action of the balancing propellers. j

I do not limitmyself to the exact construction shown herein, as various modifications thereof may be made by one skilled in the art.

The balancing propellers might all be arranged to be given simultaneously positive or lifting inclinations, to assist in rising from the ground or in landing, by one skilled in the art, without departing fromthe spirit of my invention.

What I claim as new, and desire to secure by Letters Patent is:

1. In an aeroplane, a dual or twin balancing mechanism comprising verticallyacting lateral-balance propellers and ailerons disposed in opposite inter-related pairs andworking in sypchronism, connections for adjustment thereof, a similar'propeller and movable planes located at the rear of the machine, connections for adjustment thereof, means for rotating the propellers, and a universal control-member capable of adjusting synchronously and equally the blades of the vertically-acting lateral-balance propellers and the ailerons independently of the longitudinal balancing mechanism, and viceversa,

2. In an aeroplane, a dual or twin balancing mechanism comprising oppositely disposed pairs of ailerons and verticallyacting lateral balance propellers having rocking blades adjustable to positive or lifting angles and to negative angles relative to the plane of rotation of the propellers, a similar propeller and movable planes located at the rear of the machine for governing the longitudinal balance connections for adjustment thereof, a universal control-member adapted and arranged to give equal and "opposite adjustments synchronously to the lateral balancing members and independently of the longitudinal balancing members, and

and pivoted elevating planes located at the rear of the machine, a universal control member for adjusting the lateral and longltudinal balancing devices independently, T

means for rotating the rear propeller, and shrouded or covered shafts for rotating the lateral-balance propellers; said shafts extending between the. double wing-surfaces.

In testimony whereof, I have signed my nameto this specification in the presence of two subscribing witnesses, this 1st day of June, 1912.

HERBERT E. HAWES.

Witnesses O. L. LAZELLE, 13'. G. HAWES. 

